DE102007057836A1 - Method for operating an air suspension system of a vehicle - Google Patents

Abstract

Pneumatic spring system (9) comprises a valve for controlling ventilation formed on one side for the manual actuation for lifting and/or lowering the vehicle structure and on the other side for controlling the ventilation of spring bellows (39, 40) taking into account the state of acceleration. The valve is part of a lifting/lowering valve. Preferred Features: The lifting/lowering valve is arranged downstream of a branched site leading to spring bellows of different axles and/or sides of the vehicle or trailer so that control of the ventilation of the spring bellows is possible via a single lifting/lowering valve.

Description

TECHNICAL FIELD OF THE INVENTION

The The present invention relates to a method of operating an air suspension system a vehicle or a trailer with a compressed air supply device, a bellows and between compressed air supply device and bellows interposed valve, which the loading and / or Ventilation of the at least one bellows influenced, and a level control device. Here are the Valve and the level control device as separate units be realized or integrated into a pneumatic unit be.

STATE OF THE ART

Known Air suspension systems have a level control device, the one Adjustment of the compressed air level in a bellows depending on the load condition of the vehicle or trailer serves. Furthermore, the Level control device can be used to control the vehicle or the Trailer for a loading or unloading process to bring to a desired level height. One Another purpose of a level control device is the vehicle or the trailer while driving on to maintain a constant level, which u. U. also for existing Compressed air losses should be given, so that the level control device a compensation of compressed air losses can take place. Here can for all mentioned embodiments the level control valve is a mechanical, pneumatic or electrical Level control can be used.

In DE 199 58 221 A1 For example, a relationship has been recognized between a pressure change in the bellows on a curve-inside side during the passage of a curve and a Zentripetalbeschleunigung. In order to avoid tipping over of the vehicle, the pressure in the inner curve bellows is detected and in the event that the pressure falls below a lower threshold or a current lateral acceleration of the vehicle exceeds a threshold, the speed of the vehicle by a driver warning, an automatic engine throttling or prevents automatic braking.

OBJECT OF THE INVENTION

task The present invention is a method for operating a Air suspension system to improve such that occurring in the vehicle Acceleration not negative on the operating condition of the air suspension system impact.

SOLUTION

The The object of the invention is in accordance with the invention a method for operating an air suspension system according to independent claim 1 solved. An alternative Solution of the problem underlying the invention is given for a method according to the Claim 2. Further embodiments of these solutions arise in accordance with the dependent claims 3 to 14. A third method of solving the invention underlying object of the invention proposes according to claim 15 before. Another embodiment of this solution results according to claim 16.

DESCRIPTION OF THE INVENTION

Of the The present invention is based on the finding that it is for an acceleration of the vehicle to a change the level of at least one bellows comes. For example, leads a braking of the vehicle to a compression of a front axle, depending on the load of the vehicle also a rear axle or can rebound. Accordingly, a lateral acceleration of the Vehicle to the change of a level of a bellows lead a vehicle side.

Farther the invention is based on the finding that for a such change in the level of a bellows the Level control device aerating or deaerating active to counteract the level change. A hereby conditional change of the compressed air volume in the bellows has the consequence that after completion of the acceleration szustandes a provision not to the original one Level, but rather for an additional level Filled by the level control device after removal the acceleration is too high. This in turn has As a result, the level control device vent the bellows got to. The same applies vice versa for a vent of the bellows during a level reduction due to an occurring acceleration. In summary, it should be noted that as a result of the occurred acceleration state, a ventilation state and / or a venting condition by the level control device (or vice versa) is initiated, which is not mandatory is increased, the compressed air consumption and the driving condition of the vehicle may possibly destabilize.

The above-mentioned problems can increase in the event that the vehicle approaches, for example, a traffic light, so that the stoppage of the vehicle is preceded by a prolonged braking process. Especially in the event that the Vehicle comes to a halt on a slope or is filled with a liquid, the driver also stands for the stoppage of the vehicle on the brake. For blocked vehicle wheels can be blocked as a result of the kinematics of the suspension of the axles rebound of the bellows. This has the consequence that both during the longer-lasting braking operation and during standstill at the traffic light, the level control device assumes that a filling of the air spring bellows is required, so that the bellows over time is filled with a large additional compressed air volume. If the driver then releases the brake, the bellows springs out a great deal, which can be negative for the driving condition. If the level control device detects the resulting excessive level of the bellows, further control interventions are required.

On Basis of the explained observations suggests the invention to detect an acceleration state. at Such an "acceleration state" may be a act on any acceleration indicator. For example the acceleration state is an acceleration value, one with a Acceleration correlating value or a digital or binary Value that there is an acceleration or not. Also A digital value can be used, whether the acceleration above or below a threshold. In addition to one actually Existing acceleration can be an estimated or predictable Acceleration of the vehicle can be used. Furthermore, can the acceleration in terms of orientation be arbitrary. In particular, acceleration is the cause of pitching, a tilt, a yaw, a cornering or a braking intervention. Also possible is a utilization of a correlating with the acceleration Signal or pressure for the acceleration state, eg. a brake pressure, a pressure derived from the brake pressure or an electrical brake signal. For a lateral acceleration state can be a consideration of a driving speed, a Loading or a vehicle weight and / or a radius of curvature take place.

By the detection of an acceleration state according to the invention is recognized a priori that a subsequent level change caused by the acceleration, so the above Level control behavior can be influenced or prevented accordingly can.

For this proposes the invention that the control of loading and / or Ventilation of the bellows through the valve under consideration the acceleration state takes place. Such consideration can be arbitrary. For example, depending on the acceleration state or exceeding or falling below a threshold value Ventilation completely absent. Also conceivable is that a ventilation in a reduced or increased extent. The intervention options on the valve here are arbitrary. In particular, the valve is over a control device electrically controlled, wherein the control device processed the acceleration state. Also possible is a pneumatic control of the valve or an electro-pneumatic control, including, for example, an electrical acceleration dependent on a control device pilot operated pressure or one correlating with a brake pressure Pressure or pressure corresponding to this pressure can be used. In addition to avoiding unnecessary regulatory intervention and unnecessary Influencing the level height leads the invention to a reduction of compressed air consumption.

From Of particular importance are the inventive Measures in particular in connection with braking in case, by means of a braking stronger retarding accelerations can be achieved as for an increase in speed of the vehicle by the drive unit.

Exemplary or modified possibilities of such a method are from the document US 6,935,625 B2 of a group affiliate of the applicant known. In the system disclosed therein, a valve designed, for example, as a check valve is interposed between a level control valve and an air spring. This valve can be acted upon in accordance with a braking system, a time measurement, an input by the user, a motion sensor, a height measurement or an anti-slip system. To avoid too high air consumption due to control operations of the level control valve in an induced by a braking vibration or pitching motion of the vehicle or trailer, the valve according to a detected braking, for example, based on ABS braking, slip control, an electronic brake system, the Motion sensor, a time measurement or an input of the operator can be brought into its blocking position. In the blocking position, the valve avoids both ventilation and venting of the air spring.

• – während eines Bremsvorganges lediglich oder vorrangig ein Einfedern der Federbälge, weniger ein Ausfedern erfolgt oder
• – zwar ein Ausfedern erfolgt, für welches das Niveauregelventil eine Entlüftung durchführt, aber erst mit Ende des Bremsvorganges und Überführung des Ventils in seine Öffnungsstellung eine ausgleichende einmalige Wiederauffüllung der Federbälge erfolgt.

For the first solution according to the invention, the valve, via which the loading and / or venting of at least one spring bellows is influenced, is not assigned to a single bellows or an axle or side of the vehicle or trailer. Rather, this is angeord upstream of a branch point to bellows different axes of the vehicle or the trailer net. While according to US 6,935,625 B2 For controlling the ventilation of bellows different axes several valves are required, the construction cost and control effort can be reduced according to the invention by a single valve to avoid excessive air consumption is used on multiple axes. If each axle is assigned at least one level control valve, the configuration according to the invention results in that only the ventilation, but not the ventilation, can be influenced via the valve, while according to FIG US 6,935,625 B2 via the check valve both the loading and the venting of the air spring takes place. Here, the present invention has recognized that a sole suppression of the ventilation of several bellows can already be sufficient. This is especially the case when

• - During a braking operation only or primarily a compression of the bellows, less rebound takes place or
• - Although a rebound takes place, for which the level control valve performs a vent, but only at the end of the braking process and transfer of the valve in its open position a compensating one-time replenishment of the bellows occurs.

Another advantage of the first solution according to the invention for the case that the trailer comes to a halt with a braking. For example, in the event that the trailer carries a liquid cargo, in particular a tank trailer, the driver remains on the brake while the trailer is at a standstill. For spring loaded with the braking bellows acts at standstill without an interim release of the brakes on the vehicle wheels a frictional force, which can lead to a kind of "entanglement" such that adjusts a level on the axes, which is not equal to the static level of the vehicle, which corresponds to the actual load condition. If for such an "entangled" vehicle or trailer to a more or less sudden discharge of the vehicle or trailer, for example in the form of a tilting down a load, this leads to a change in the nominal level height, which, however, does not occur as a result of entanglement. Decreases due to the discharge acting on the wheels normal force against the ground, the said entanglement can be canceled by the fact that the vehicle wheel slips slightly against the ground. Both of these phenomena result in the vehicle or the trailer increasing its level height abruptly or gradually so that the vehicle or the trailer is moved upwards or jumps upwards. In the event that the load is lifted off a trailer, the trailer literally jumps behind the cargo. The said movement causes the air spring bellows is elongated, which can lead to excessive strain on the air spring bellows. In the worst case, a stop can be reached and damaged. (The same applies if a parking brake is actuated immediately after braking.) According to the invention, the valve is arranged upstream of a branch point and in particular a level control valve, so that despite a blocking of the valve for the above-described rebound of the air spring bellows, the level control device can take effect, by venting the air spring bellows so that a force that accelerates the vehicle or the trailer upwards can at least be reduced. This is according to US 6,935,625 B2 not possible because the check valve is located in this case downstream of the level control valve.

For a second solution of the invention underlying Task is the valve, over which in dependence from the acceleration state or braking influence the loading and / or venting of the bellows, not used exclusively for this purpose. Much more This is a multifunctional valve, in addition to the previously mentioned function also for manual operation for lifting and / or lowering a vehicle body is used. This embodiment uses the realization that one also called "lifting-lowering valve" Valve anyway an open position and a closed position possesses, wherein in a lever-lowering valve, the open position can be used to lift the vehicle body while the closed position usually with a driving condition of the vehicle or trailer (position "TRAVEL") or in a position "STOP" between positions "LIFT" and "LOWER" is taken. While the aforementioned Positions for lifting and lowering at usual Lever lowering valves as a result of manual operation by the Drivers are taken and possibly only a transfer from a position "STOP" in a position "RIDE" is automatically brought about, can the lever-lowering valve for the inventive Design also be automatically controlled to a blocking position and to take an open position to avoid one excessive air consumption for occurring accelerations.

In particular, the valve for controlling the ventilation and / or venting under consideration of the acceleration state is part of a manually operable valve for lifting and / or lowering a vehicle body ("lever-lowering valve"). Such solutions are marketed by the assignee under the trademark "COLAS" or "WLS" and are, for example, in the patent applications DE 41 20 825 . DE 42 02 729 . DE 10 2005 019 479 B3 . DE 10 2005 017 590 and DE 10 2006 017 890 the applicant described ben.

According to one Another embodiment of the invention, the valve for lifting and / or Lowering a vehicle body before or started driving automated from a "STOP" position to a "TRAVEL" position. To control the ventilation and ventilation under consideration the acceleration state is an automated, temporary Return to a position "STOP" of the valve, where in this position "STOP" the air supply and / or vent line is locked to the air bag. The automated temporary Reset can be done pneumatically or electrically.

According to one Another proposal of the invention, the valve has a blocking position. In this blocking position, the valve is spent when a detected Acceleration value exceeds a threshold value. at such a threshold may be a constant, a-priori act known value that can be specified by the manufacturer. It is also possible that such a threshold is adapted during operation or designed parameter-dependent becomes. Also conceivable is the use of an axle-dependent Threshold. By switching the valve in a blocking position can A ventilation or venting of the bellows are avoided. In particular, the function of the level control device is deactivated by the blocking position, so that may be subject to the level control device released filling of the bellows as a result of the valve can not be done in the locked position.

For a further method according to the invention takes place a bringing about the blocking position of the valve in dependence the detected acceleration state only if an additional detected speed is below a threshold. hereby can first the effect mentioned above Level change for the standstill of the vehicle counteracted with suppressed Ausfederungswirkung. A further observation is that for a shunting operation or a ride in the city the braking frequency below Circumstances higher than for the ride on the highway or highway. The times are enough for a leveling for a shunting or a City trip is not enough, it can be for several short consecutive Braking leads to a "pumping up" of the bellows, so that gradually increases the level height. Thus, in particular, there is below a threshold speed an increased demand for the inventive Measure. The same applies to a continuing one Downslope, which also has a brake frequency detection and / or brake actuation detection detected and considered according to the invention can be.

Corresponding a development of the method according to the invention there is a position detection of the vehicle. In this case can the blocking position not only depending on one be detected detected acceleration state. Rather, it will as another criterion checks whether the Vehicle moving in a selected territorial area. For example, it detects that the vehicle is in a city moved or in a sloping terrain for a descent, can with increased reliability be inferred that any level changes by a (repeated) braking operation or other acceleration processes have been caused so that in this case the inventive Measures can be used.

According to one Another proposal of the invention is a Herbeiführung a blocking position of the valve in dependence of the detected Acceleration state only if a determined braking frequency is above a threshold. Frequency in such a brake For example, it is the number of braking operations per unit time or a braking intensity related to a Time unit. Based on a thus determined braking frequency the measure according to the invention can be targeted then be used if with unwanted, under circumstances lasting level changes is to be expected. The braking frequency can then be used as an indicator of how much time there is to attributed a level change that occurred. Is enough time for the return of the Level change is not the brake frequency may be above a threshold, so that the inventive measure of bringing about a blocking position of the valve as a function of the acceleration state is required. A definition of a threshold for a braking frequency can change the flow rate for a Ventilation and / or ventilation must be considered For example, larger line, throttle or Nozzle cross-sections for ventilation or venting responsible, can brake at a higher frequency occur without causing a permanent, unwanted Level change comes while the use of smaller Aerating and / or venting volume flows an earlier Use of the measures according to the invention requires.

According to a further proposal of the invention, the bringing about of a blocking position of the valve takes place as a function of a brake actuation signal or brake light signal. This is, for example, possible when the valve is electrically controlled. In this case, an already present electrical signal for the brake or the brake light by a suitable control device for controlling the valve, under circumstances suitable treatment, be used. Also possible is the use of an electrically piloted valve, for which the brake actuation signal or brake light signal can be used as a pilot signal. Here, the brake actuation signal or brake light signal may be a "binary" signal, which thus provides information about whether the brake is actuated or not. It is also possible that the brake actuation signal or brake light signal is a digital or analog signal, so that this signal also provides information about the strength of the brake actuation. This signal can be passed in proportion to a control for the valve. It is also possible that the evaluation of the brake actuation signal takes place by comparison with a threshold value, so that the measures according to the invention are used only for a sufficiently strong brake actuation. A particularly simple embodiment of the invention is given when a brake pressure is used directly to control the check valve.

Next the operation of the brake can in a corresponding manner also exploited a braking effect by using an engine brake become. Also conceivable is the use of a signal from one Retarder. As an alternative or cumulative measure the evaluation of a signal over an incipient pushing operation possible that indicates that an engine brake is activated is. Also possible is the use of a transmission signal, for example, a torque in the transmission via a sensor can be detected and with a reversal of the sign the acting torque of the change in a coasting operation of the internal combustion engine is detected. Finally, also about the chosen Shift strategy, such as a gear downshift in conjunction with the current throttle position.

While over the previously explained measures actually existing brake state is evaluated, suggests one further embodiment of the invention before, a future to detect the expected acceleration state. For example can be detected a priori via a navigation system, that a future descent is to be expected in the repeated Braking operations are required. Also possible is the detection of the approach of a vehicle to a Residential area or a traffic light, which is also the probability increased future braking. According to the invention with the determination of such a future to be expected Acceleration state may already be before Occurrence of the expected state of acceleration a bringing about a Locked position of the valve done. More options for the recording of a future expected Acceleration or braking condition are given for the Use of a distance system with automatic detection of the distance to a preceding vehicle or obstacle. Corresponding Use find the inventive Measures related to a so-called electronic Tiller, for which two vehicles are not mechanically, but only coupled together via a spacing system so that the vehicle behind can be without a driver.

Corresponding Another proposal of the invention provides an electronic control device. The valve can be electrically operated in this case Control valve or as an electrically operated pilot valve be formed, which of the electronic control device is controlled. Using such an electronic control is the possibility of flexible consideration an increased number of operating variables allows the vehicle, so influencing the Ventilation and / or venting through the valve under consideration the acceleration state even better to the respective driving conditions is customizable.

According to one special embodiment of this idea takes the control device a control of the valve taking into account a Signal or operating state of an ABS or EBS system. In any case, a signal is already present in such a system an acceleration state, which is thus multifunctional not only for the brake control, but also for used the scheme of filling the air spring bellows can be.

A particularly simple embodiment of the invention Method results when the valve is pneumatically controlled. In this case, a pressure signal can be used as the control pressure of the valve which correlates with or corresponds to the brake pressure. In the simplest case, therefore, the inventive Measures be realized by that in a filling line for the air bag a simple valve, for example a pneumatically operated check valve is integrated, which via a control line with a service brake cylinder or a line connected to the service brake pressure. In order to can the measures according to the invention be realized with negligible costs. Also possible is the subsequent equipment a vehicle with the measures according to the invention, by only the aforementioned line and the valve in an existing Compressed air system to be integrated.

According to a further alternative or cumulative measure according to the invention, the acceleration state becomes of one time nal the deflection of the air spring bellows determined. This embodiment is based on the recognition that during operation of the motor vehicle actually required level control operations proceed relatively slowly, while a level change caused by an acceleration of the vehicle takes place relatively quickly. For example, by evaluating the time signal in the form of the rate of change of the deflection of the air spring bellows or the level height, it is possible qualitatively to qualitatively distinguish an actually required level change from a level change caused by the acceleration and not to be corrected. On the other hand, on the basis of a rate of change, a "cautious", long-lasting braking process can be distinguished from a brief, sudden and strong braking, for which the intervention of the invention in the ventilation of the air spring bellows could take priority.

According to one alternative solution of the invention underlying Task can be based on the consideration of an acceleration state be waived. This solution is based on the knowledge that a "real level change" is proportionate runs slowly while one through an acceleration caused level change relatively runs fast. With this realization strikes the invention above, via a valve, a level control device only after predetermined constant or variable intervals for a short period of time "unlock". In this way can with simple means an efficient and need-based reduction compressed air consumption without permanent deviations to have to accept from a nominal level.

For a particular embodiment of this solution is considered Valve for "activation" and "deactivation" of the level control valve a lifting-lowering valve insert, which thus used multifunctional can be.

advantageous Further developments of the invention will become apparent from the claims, the description and the drawings. The in the introduction to the description advantages of features and combinations of several Features are merely exemplary and may be alternative or cumulatively without compelling advantages of embodiments of the invention must be achieved. Other features are the drawings - in particular the illustrated geometries and the relative dimensions of several Components to each other and their relative arrangement and operative connection - to remove. The combination of features of different embodiments the invention or features of different claims is also different from the chosen relationships the claims possible and is hereby stimulated. This also applies to such features, in separate drawings are shown or mentioned in their description. These Features may also be consistent with features of different claims be combined. Likewise, in the claims listed features for further embodiments the invention omitted.

BRIEF DESCRIPTION OF THE FIGURES

in the The invention is described below with reference to the figures preferred embodiments further explained and described.

1 shows a vehicle or a trailer with an air suspension system.

2 shows a highly schematic compressed air system for an air suspension system for carrying out a method according to the invention.

3 - 7 show schematic representations of compressed air systems with an air suspension system in different configurations for carrying out a method according to the invention for a vehicle.

8th - 12 show schematically compressed air systems with an air suspension system for a trailer in different embodiments for carrying out a method according to the invention.

13 - 16 show different embodiments of a lifting-lowering valve, which may be upstream or downstream of a level control valve for controlling air spring bellows.

17 - 19 show different embodiments with a level control valve, which on the input side pneumatically activated and deactivated in accordance with a brake pressure.

20 - 22 show different embodiments with a level control valve, which is the output side pneumatically activated and deactivated in accordance with a brake pressure.

23 - 25 show further embodiments with a level control valve, which on the input side can be activated and deactivated via an electrically controlled valve.

26 - 28 show further embodiments with a level control valve, which output side via an electrically controlled valve can be activated and deactivated.

DESCRIPTION OF THE FIGURES

1 shows a vehicle 1 or a trailer 2 whose wheel 3 or axle via at least one air spring 4 , here an air bag, opposite a vehicle body 5 is supported. In operation of the vehicle 1 or trailer 2 can the air spring 4 spring in and out, resulting in a level change 6 results. During operation of the vehicle, vertical accelerations occur 7 and horizontal accelerations 8th on. These can be caused by a non-uniform movement of the vehicle 1 or trailer 2 Thus, an increase in the speed of the vehicle, a braking operation and / or cornering, a roll, yaw, or pitching motion of the vehicle 1 or trailer 2 and thus on accelerations 7 . 8th being able to lead. Another cause in particular a vertical acceleration 7 can be road bumps that go over the wheel 3 and the suspension as well as air spring 4 in the direction of the vehicle body 5 u. U. steamed and sprung, transferred.

An example is a level change 6 described for a braking operation: A deceleration of the vehicle 1 or trailer 2 has a pitching motion resulting in a deflection of a front axle associated air spring 4 and a compression or rebound of a rear axle associated air spring 4 can result. On the other hand, when cornering a load on the outside wheel and a relief of the inside wheel can occur with an associated deflection of the outside wheel and rebound of the inside wheel. Basically, suitable measures are taken to adjust the pressure conditions between the inside and outside of the bend wheel when cornering or there are stabilizers used, which influence or limit the degree of compression and rebound when cornering.

2 shows a schematic representation of an air suspension system 9 , The air suspension system 9 has a compressed air supply device 10 , which may be a container and / or a compressor. From the compressed air supply device 10 will be at least one valve assembly 11 fed, according to the proviso on the one hand the supply of compressed air to at least one air spring 4 is controllable or adjustable and on the other hand, a venting of the air spring 4 via a vent 12 is controllable. The operating positions of the valve assembly 11 be via a control device 13 controlled or regulated, wherein the control device 13 signals 14 supplied, for example, an accelerator pedal signal and / or a brake signal or other operating signals of the vehicle, manual actuation signals to raise or lower a trailer, operating signals of an internal combustion engine or other components. Taking into account the signals 14 determines the controller 13 suitable control signals for the valve assembly 11 , In addition to an electrical control of the valve assembly 11 by the control device 13 is also a pneumatic control or regulation of the valve assembly 11 possible or an electro-pneumatic control. The control device 13 can be separate from the valve assembly 11 be formed or part of the valve assembly 11 be, with a division of the control device into individual, the components of the valve assembly 11 assigned valve units is possible. The control device 13 becomes a signal 15 supplied, which is for example a level change 6 is. In the case of a level control, the controller determines 13 out of the signal 15 a suitable signal for loading the valve assembly 11 , so that a level of air spring 4 remains constant or changed in a desired direction. According to the invention, the control device 13 also a signal 16 which is a signal correlating with an acceleration state. For example, the signal is 16 around a brake signal. Taking into account the signal 16 is according to the invention via the control device 13 the valve assembly 11 suitably controlled. In this case, in particular in the case that the signal 16 indicates that braking is taking place or braking is taking place with an acceleration exceeding a threshold value via the suitable control by the control device 13 the valve assembly 11 triggered such that a loading and / or ventilation of the air spring 4 takes place in a modified, for example throttled extent or not at all done, including a loading and / or ventilation of the air spring 4 regulating valve can be brought into a blocking position.

3 shows an exemplary concretization such a compressed air system 17 , which may comprise elements for compressed air supply, for compressed air storage, a compressed air sink, a central and / or a plurality of decentralized control devices, valve elements and assemblies for influencing the flow of compressed air and consumers, such as a service brake circuit, a parking brake circuit and an air suspension system. According to 3 promotes a compressor 18 Air from a pressure sink or the environment. Output side of the compressor 18 the compressed air is via a pressure regulator 19 , an air dryer 20 and a multi-circuit protection valve 21 Outputs supplied to different consumer circuits: outgoing from the multi-circuit protection valve 21 is via a pressure relief valve 22 and a compressed air tank 23 a consumer circuit III fed, its pressure via a check valve 24 a hand brake valve 25 is supplied. The consumer circuit III is still a trailer control valve 26 in a conventional manner with a supply line connection 27 and a brake pipe connection 28 connected. The trailer control valve 26 are used as control pressures an output pressure of the hand brake valve 25 , an output pressure of a foot brake valve 29 and another output pressure of the foot brake valve 29 fed.

The pressures of the consumer circuits 1 and 11 are EBS or ABS units 30 supplied for different axes, the units 30 as control pressures output pressures of the foot brake valve 20 received, possibly with the interposition of an ALB valve 31 for an automatic load-dependent braking force control. The units 30 apply service brake cylinder 32 or brake chambers of a combi brake cylinder 33 , The ALB valve 31 receives as control pressure the pressure of the air suspension system described in more detail below 9 ,

An output of the multi-circuit protection valve 21 feeds via an overflow valve 34 a compressed air tank 35 that has a filter 36 and on each side of the vehicle via a level control valve 37 . 38 an air bag 39 . 40 fed. The pressure of the bellows 39 . 40 is used as control pressure the ALB valve 31 fed. With the container 35 , the level control valves 37 . 38 and the bellows 39 . 40 is an air suspension system 9 educated. An electronic control device 41 are - among other signals, not shown - the signals from wheel sensors 45 fed. The control device 41 controls status indicators, especially warning lights 42 on, for example, for a status display or warning display of the service brake. About control lines is the controller 41 with at least one unit 30 connected.

Other features of the compressed air system 17 according to 3 are the expert from the switching symbols used for the involved pneumatic, electrical and electropneumatic components and from the interconnection of the components together according to 3 can be seen, with modifications of the components used and their connection with each other is possible as needed. For example, a pneumatic or electrical training or control is basically possible for the illustrated elements. The basic structure of the compressed air system 17 corresponds to the embodiments according to 4 to 7 to the above comments 3 ,

According to the invention is according to 3 in the air suspension system 9 a 2/2-way valve, here in execution as a check valve 43 with pneumatic control, integrated. Of course, in the context of the invention, a deviating valve can be used, for example with more switching positions and / or with an open position, a throttled position and a closed position. According to 3 is the check valve 43 upstream of the two level control valves 37 . 38 in front of a branching point 46 upstream in a common supply line, but immediately downstream of the filter 36 arranged. Without applied control pressure on the check valve 43 this is located in the in 3 shown switching position, which is designed as an open position. In this position, the level control valves 37 . 38 supplied with compressed air, so that this in the course of a level control, a filling of the bellows 39 . 40 can make. For sufficient pressure at the control port of the check valve 43 becomes the check valve 43 in the in 3 not shown switching position spent in the connection between the level control valves 37 . 38 and the compressed air tank 35 is interrupted.

The control connection of the shut-off valve 43 is pneumatically connected to the output of the EBS / ABS unit 30 that controls the service brake chambers of the combi brake cylinders 33 supplied with compressed air. This has the consequence that with a generation of a braking effect in the combination brake cylinder 33 or with overwriting a sufficient pressure in the service brake chambers of the combi brake cylinder 33 by the design of the check valve 43 or the spring of the same is given, the check valve 43 can be pneumatically moved to its closed position. Thus, with the onset of braking or sufficiently strong braking the check valve 43 be closed, allowing a filling of the bellows 39 . 40 via the level control valves 37 . 38 can not be done anymore.

Otherwise 3 corresponding embodiment is different according to 4 the check valve 43 as the control pressure, the output pressure of the foot brake valve 29 , here the pressure between the foot brake valve 29 and the ALB valve 31 , which also supplies a control pressure of the trailer control valve 26 equivalent. As a result, the control of the check valve 43 directly with the operating position of the foot brake valve 29 connected.

For the in 5 illustrated embodiment, which otherwise substantially the embodiment according to 3 corresponds, is used as control pressure for the check valve 43 the pressure between a control port of the EBS / ABS unit 30 and the ALB valve 31 used, which for the illustrated embodiment, a control pressure of the foot brake valve 29 equivalent.

With otherwise appropriate execution is the check valve 43 for the in 6 illustrated embodiment electromagnetically piloted, wherein the control signal for the transfer of the in 6 illustrated, not electrically activated opening position in the blocking position of the control unit 41 is generated and via a control line 44 the check valve 43 is supplied. A suitable control signal is in this case from the control unit 41 determines which one of a brake operation or a brake operation to a sufficient extent the check valve 43 not in the 6 should spend shown blocking position. For example, the control unit can evaluate a speed change, a brake actuation signal, a brake pressure signal or another comparable signal for this purpose. Also possible is the evaluation of a distance warning system, so that in the event that an obstacle or another vehicle is in front of the moving motor vehicle in a speed-dependent distance, a high probability of future braking can be predicted and the check valve via the control unit 41 is controlled in the locked position.

Finally shows 7 otherwise appropriate design, the use of a 12 volt or 24 volt brake signal as a control signal for the check valve 43 , This may also be a brake light signal, so that simultaneously with the generation of a brake light, a filling of the air spring bellows 39 . 40 via the level control valves 37 . 38 as a result locked supply line is prevented.

In the 3 - 7 the method according to the invention is exemplary for air spring bellows 39 . 40 represented an axis and in connection with the establishment of a braking acceleration. Accordingly, the structure and the method according to the invention can be used for a single air spring bellows, air spring bellows on one side of the vehicle or all air spring bellows of several or all vehicle axles.

8th shows a compressed air system 50 for a trailer. The compressed air system 50 has a compressed air supply unit, here a supply line with associated compressed air tank, a control unit, valve elements for influencing the compressed air streams, air spring bellows and brake units.

A supply line connection 51 is with the interposition of a filter 52 with an input of a trailer brake valve 53 connected with emergency brake function, while a brake pipe connection 54 with the interposition of a filter 55 with a control connection of the trailer brake valve 53 connected is. An outlet of the trailer brake valve 53 is via a compressed air tank 56 via EBS / ABS units 57 with service brakes 58 connected to different axes. The same outlet of the trailer brake valve 53 is via an overflow valve 59 with a compressed air tank 60 connected. The compressed air tank 60 feeds through a filter 61 a branch point 83 and in each case a level control valve 62 . 63 , which is assigned to a side of the trailer, via branch points 84 parallel air suspension bellows 64 . 65 one side of the trailer. Another output of the trailer brake valve 53 is via an ALB valve 66 with control connections of the ABS / EBS units 57 connected.

A control unit 67 become electrical signals from wheel speed sensors 68 fed. Control signals of the control unit 67 become the ABS / EBS units 57 supplied as well as the ALB valve 66 , Furthermore, the control unit 67 via an interface 69 with a control unit 41 a vehicle to be connected to the trailer connected.

For the in 8th Example shown is between the compressed air tank 60 and the bellows 64 a 2/2-way valve, here a check valve 69 , interposed, being for execution options for the check valve 69 that to the check valve 43 The above applies. In the case of a pneumatically actuated shut-off valve 69 will the check valve 69 as a control pressure, a brake pressure of a service brake 58 , So an output pressure of an ABS / EBS unit 57 , fed.

Deviating from this is at otherwise 8th corresponding embodiment for in 9 illustrated embodiment as a control pressure for the check valve 69 the service brake output pressure of the trailer brake valve 53 used as the pressure between the trailer brake valve 53 and the ALB valve 66 ,

In an alternative embodiment according to 10 can be used as control pressure for the check valve 69 also the brake pressure on the output side of the ALB valve 66 , which as control pressure the ABS / EBS units 57 is supplied, branched off and used.

11 shows the purely electrical control of the check valve 69 via a 12V / 24V electrical control signal, which may be a brake actuation signal or brake light signal that may be transmitted by a towing vehicle.

On the other hand shows 12 an electrical pilot control of a pneumatic control input of the check valve 69 , wherein as electrical control signal also a 12 V / 24 V signal can be used, which for example the control unit 67 may originate from or may be a brake light signal.

• – in einer Stellung "FAHRT" ist über das Hebe-Senkventil mindestens ein Niveauregelventil mit mindestens einem Luftfederbalg verbunden, so dass eine Niveauregelung erfolgen kann.
• – In einer Stellung "HEBEN" führt dass Hebe-Senkventil einen eingangsseitig anliegenden Vorratsdruck an mindestens einen Luftfederbalg weiter.
• – Hingegen verbindet in einer Stellung "SENKEN" das Hebe-Senkventil den mindestens einen Luftfederbalg mit einem Entlüftungsanschluss.
• – Schließlich ist eine Stellung "STOP" herbeiführbar, in welcher die Zuleitungen zu den Luftfederbälgen gesperrt sind.

Notwithstanding the illustrated embodiments, in the compressed air system 17 . 50 and the air suspension system 9 a so-called lifting-lowering valve find use, as this example, by the applicant under the trademark "COLASS" or WLS "distributed., Such a lifting-lowering valve can be brought in accordance with an operator manually a level change, ie a ventilation of the This is necessary, for example, for loading and unloading operations or for adjusting the level height to a ramp.

• - In a position "TRAVEL" is connected via the lifting-lowering valve at least one level control valve with at least one air spring bellows, so that a level control can be done.
• - In a "LIFT" position, the lift / lower valve supplies a supply pressure on the input side to at least one air bag.
• - On the other hand connects in a position "LOWER" the lifting-lowering valve at least one air bag with a vent port.
• - Finally, a position "STOP" can be brought in, in which the supply lines are blocked to the bellows.

For manual operation by the user, the operator manually moves the raising / lowering valve to the "LIFT", "LOWER" and "STOP" positions by means of a suitable operating knob or by electric or pneumatic actuation. For the intended movement of the vehicle or trailer, the lifting / lowering valve must be moved to the "TRAVEL" position. For safety reasons, today's vehicles and trailers have an automatic pneumatic, electric, spring-loaded return of the lifting-lowering valve in the position "RIDE", which automatically transfers the lifting-lowering valve with the onset of driving in the position "RIDE". It is possible to lock individual positions "LIFT", "LOWER" and / or "STOP". Details regarding such lifting-lowering valves whose structural design beyond a switching symbol addition, operating strategies of lifting-lowering valves and their integration into a compressed air system and an air spring system, for example, the publications DE 41 20 825 . DE 42 02 729 such as DE 10 2005 019 479 B3 . DE 10 2005 017 590 and DE 10 2006 017 890 be removed. While DE 42 02 729 and DE 41 20 825 show a lift / lower valve which has two axial positions "TRAVEL" and "STOP", whereby the valve can be manually swiveled from the "STOP" position to the "LIFT" and "DOWN" positions DE 10 2006 017 890 a lift / lower valve in which a control from the "LIFT" and "DOWN" positions, which are not locked, can be brought into a third axial position, in which there is a locked position "LIFT" or "LOWER". All lifting-lowering valves described in the aforementioned publications can be used as described below in the context of the present invention. In principle, a lifting / lowering valve may be a pneumatic, electrically pilot operated or electrically operated valve (in addition to the manual application of an actuating force).

13 shows an exemplary embodiment of a lifting-lowering valve 70 in a schematic representation. The lifting and lowering valve 70 has input connections 71 - 73 , The input terminals 71 and 72 are each fed via a level control valve, while at the input port 73 the supply pressure is applied. output terminals 74 . 75 the lifting-lowering valve 70 are connected to air bellows, while an output port 76 allows venting.

In the in 13 effective shift position "TRAVEL" connects the lift / lower valve 70 the input terminal 71 with the output connector 74 as well as the input connection 72 with the output connector 75 so that the level control valves can regulate the compressed air level of the bellows. The connections 73 . 75 are locked in this position "RIDE".

In the adjacent position "LIFT" the lifting-lowering valve connects 70 the input terminal 73 with the output connections 74 . 75 so that the air bags can be filled via a connection to a supply line or a compressed air tank, which has a lifting of the vehicle body or the trailer result. The other connections 71 . 72 . 76 are locked.

In the further position "LOWER" are all input connections 71 - 73 locked while the output terminals 74 . 75 with the output connector 76 are connected, so that the bellows can be vented, which is associated with a reduction of the vehicle body and the trailer.

In another position "STOP" are all connections 71 - 76 blocked.

It It should be noted that in the schematic diagram specified order of positions of the actual existing positions, s. the lift-down valves mentioned prior art.

The lifting and lowering valve 70 has opposite acting control units 77 . 78 , wherein with activation of the control unit 77 a movement of the Lifting-lowering valve 70 in the direction of a position "RIDE" or can be brought into this, while on the admission of the control unit 78 a movement of the lifting-lowering valve 70 in the direction of a position "STOP" or directly in the "STOP" position can be brought. The force levels for the different positions can via a spring element 79 to be influenced. The control unit 77 becomes a signal 80 which initiates a future recording of the driving operation or a driving operation or a movement of the vehicle above a threshold speed. For example, such a signal can be determined by a control unit that evaluates a driver seat recognition, a start of the internal combustion engine, the exceeding of a threshold speed or the like.

The control unit 78 however, it becomes a signal 81 supplied, which correlates with an acceleration, in particular a braking. This may be directly an electrical braking signal or a signal of an EBS system or a corresponding signal which is calculated by a control unit.

For the in 13 illustrated embodiment are the control units 77 . 78 designed as electrically piloted pneumatic control units, what the control units 77 . 78 next to the signals 80 . 81 a supply pressure is supplied. Lies with the signal 80 a signal indicative of a ride of sufficient speed switches the electric pilot valve 77 the control pressure in the control unit 77 free, so that this the lifting-lowering valve in the in 13 shown position "RIDE" transferred. If, on the other hand, a brake signal of sufficient magnitude is present, the activation of the control pressure in the control unit is effected 78 in that the lifting / lowering valve is transferred to the "STOP" position, for which the level control of the bellows is interrupted by the level control valves until the signal 81 again so far drops that the control pressure of the control unit 78 is eliminated and via the control unit 77 the lifting and lowering valve 70 is returned to the "RIDE" position.

Deviating from this is the control unit 78 in the 14 illustrated embodiment formed pneumatically without electrical feedforward control. The control pressure is the pneumatic control unit 78 supplied in this case with a brake pressure at least correlated pressure, so that with sufficient brake pressure, the lifting-lowering valve 70 is automatically transferred to the "STOP" position, while it returns to the "TRAVEL" position for lack of control pressure.

For the in 15 illustrated embodiment of the lifting-lowering valve 70 is the control unit 78 completely eliminated. In this case, the input terminals 71 . 72 a 4/2-way valve 82 upstream, which in the sketched, not activated switching position, the level control valves with the input terminals 71 . 72 connects, while in the not shown, activated switching position, the 4/2-way valve, the connection between the level control valves and the input terminals 71 . 72 locks. As the control pressure, a brake pressure or a pressure correlating with a brake pressure is supplied to the 4/2-way valve. About the control unit 77 Thus, as previously explained, in the event that the operator forgets that lifting-lowering valve 70 from the "STOP" position to the "TRAVEL" position, an automated reset takes place. By contrast, the 4/2-way valve 82 responsible for the suspension of the level control when braking.

16 shows a corresponding embodiment, in which, however, neither the control unit 77 still the control unit 78 is available. Also in this case, the interruption of the level control is effected by the controlled with a brake pressure 4/2-way valve 82 ,

17 - 28 show alternative embodiments of the invention, for which an acceleration-dependent or brake acceleration-dependent engagement in an input terminal 90 or output connections 92 . 93 a level control valve 91 he follows. In the 17 - 28 are the output terminals 92 . 93 of the level control valve 91 connected to Luftfederbälgen an axle, according to 20 - 22 and 26 - 28 between the level control valve 91 and the bellows a check valve 94 is interposed. The input side is the level control valve 91 via the input connection 90 a supply pressure or container pressure supplied, the supply according to 17 - 19 . 23 - 25 via a check valve 94 he follows. Another input connection 95 of the level control valve 91 serves as a vent connection. For the 17 . 20 . 23 and 26 is the level control valve 91 as 4/3-way valve 91a formed, wherein in a first switching position, the output terminals 92 . 93 with the input connector 90 are connected, in a second, middle switching position, the output terminals 92 . 93 are connected to each other via a throttle and in a third switching position, the output terminals 92 . 93 with the venting connection 95 are connected.

For 18 . 21 . 24 and 27 is the level control valve 91 4/5 directional valve 91b formed, wherein in a first switching position, the output terminals 92 . 93 with the input connector 90 are connected, in a second switching position, the output terminals 92 . 93 each via a throttle with the input terminal 90 connected are, in a third, middle switching position, the output terminals 92 . 93 are connected to each other via a throttle, in a fourth switching position, the output terminals 92 . 93 each via a throttle with the vent port 95 are connected and in a fifth switching position, the output terminals 92 . 93 with the venting connection 95 are connected.

Finally, in the 19 . 22 . 25 . 28 a level control valve 91 in execution as 3/5-way valve 91c used, with only one output terminal 93 is available. In a first switching position of the check valve 94c is the output terminal 93 connected to the input terminal and in a second switching position is the output terminal 93 via a throttle with the input connection 90 connected. In a third, central switch position are all connections 90 . 95 . 93 locked, while in a fourth switching position of the output terminal 93 via a throttle with the venting connection 95 is connected and in a fifth switching position of the output terminal 93 directly with the venting connection 95 connected is. The level control valves 91a C are each with a mechanical coupling element 96 equipped, via which the switching position of the level control valve 91a -C is mechanically coupled to the vehicle level, so that, depending on the level height results in a changed shift position, resulting in an automated control of the level results.

For those in the 17 - 19 illustrated inventive solution is between input terminal 90 and a supply line or tank line a check valve 94a interposed, which is pneumatically controlled with a brake pressure or with a pressure correlating with a brake pressure such that without applied brake pressure, the check valve 94a in an open position is like this in the 17 - 19 is shown, while for a brake operation or a brake operation with a sufficient level, a blocking position of the check valve 94a is taken, so that the compressed air supply of the input terminal 90 is interrupted. Such an inventive use of the check valve 94a has the consequence that for check valve 94a in the blocking position the compressed air supply of the level control valve 91a -C stops, allowing aeration of the output ports 92 . 93 regardless of the position of the mechanical coupling element 96 is not possible, depending on the position of the mechanical coupling element 96 a venting of the output connections 92 . 93 is quite possible. If this should also be omitted, is according to the vent port 95 an additional check valve 94 vorzuordnen.

For that in the 20 - 22 illustrated embodiment is the check valve 94b designed as a 4/2-way valve, which is controlled pneumatically via a brake pressure or via a correlating with the brake pressure. In the absence of brake pressure or insufficient brake pressure is the check valve 94b in the open position shown in the figures, in which the output terminals 92 . 93 associated with the associated bellows. With sufficient brake pressure, the blocking position of the check valve 94b taken in which the connection between the output terminals 92 . 93 and the bellows is interrupted. In such a configuration can via the check valve 94b for a brake acceleration occurring both a ventilation of the bellows and a venting of the air spring bellows despite appropriate switching positions of the level control valve 91a -C are stopped.

In contrast to that in the 17 - 19 shown pneumatically controlled shut-off valve 94a takes place in the 23 - 25 at 17 - 19 appropriate integration of the check valve, an electrically pilot-operated shut-off valve 94c Use, for example, via a 12/24 V brake signal to ISO 12098 the supply line pressure or tank pressure or a correlated pressure is precontrolled. Alternatively, any electrical signal which correlates with an acceleration or a braking acceleration, for example a signal of an electrical control unit, can be used for precontrol.

Accordingly, in the 26 - 28 In contrast to the 20 - 22 a level control valves 91a -C downstream 4/2-way valve 94d shown, which via a 12/24 V brake signal ISO 12098 or a corresponding electrical signal is precontrolled. With an electrical pilot element this is the at the input terminal 90 applied supply pressure or tank pressure used for precontrol.

• – der Nutzung eines geänderten elektrischen oder pneumatischen Steuersignales bestehen,
• – dem Einsatz von Sperrventilen abweichender Ausgestaltung mit mehr Schaltstellungen, mehreren Ventilkomponenten und/oder gedrosselten Zwischenstellungen oder geregelten Drosseln und/oder
• – veränderten Integrationen des Sperrventils in die gesamte Druckluftanlage oder Luftfederungsanlage

bestehen können.The shut-off valves shown in the figures to take into account the acceleration are merely exemplary embodiments. It will be apparent to those skilled in the art that, without departing from the basic concept of the invention, alternative embodiments are possible, particularly as shown in FIG

• - the use of a modified electrical or pneumatic control signal,
• - The use of non-return valves deviating design with more switching positions, multiple valve components and / or throttled intermediate positions or controlled throttles and / or
• - changed integrations of the check valve in the entire compressed air system or air suspension system

can exist.

The valves 70 and 91 in the 13 - 28 can optionally be designed as a level control valve or lever-lowering valve with appropriate control and integration into adjacent components shown.

1

vehicle

2

pendant

3

wheel

4

air spring

5

vehicle body

6

level change

7

vertical acceleration

8th

horizontal acceleration

9

Air suspension system

10

Compressed air supply system

11

valve assembly

12

vent

13

control device

14

signal

15

signal

16

signal

17

Compressed air system

18

compressor

19

pressure regulator

20

air dryer

21

Multi-circuit protection valve

22

Pressure relief valve

23

Air receiver

24

check valve

25

Hand brake valve

26

Trailer control valve

27

Supply line connection

28

Brake line connection

29

foot brake valve

30

EBS / ABS units

31

ALB valve

32

Service brake cylinder

33

Combined brake cylinder

34

overflow

35

Air receiver

36

filter

37

Level control valve

38

Level control valve

39

suspension bellows

40

suspension bellows

41

control device

42

warning light

43

check valve

44

electrical control line

45

wheel sensor

46

branching point

47

48

49

50

Compressed air system

51

Supply line connection

52

filter

53

Trailer brake valve

54

Brake line connection

55

filter

56

Air receiver

57

ABS / EBS unit

58

service brake

59

overflow

60

Air receiver

61

filter

62

Level control valve

63

Level control valve

64

suspension bellows

65

suspension bellows

66

ALB valve

67

control unit

68

wheel speed sensor

69

check valve

70

Lifting-lowering valve

71

input port

72

input port

73

input port

74

output port

75

output port

76

output port

77

control unit

78

control unit

79

spring element

80

signal

81

signal

82

4/2-way valve

83

branching point

84

branching point

85

86

87

88

89

90

input port

91

Level control valve

92

output port

93

output port

94

check valve

95

exhaust port

96

mech. coupling element

QUOTES INCLUDE IN THE DESCRIPTION

This list The documents listed by the applicant have been automated generated and is solely for better information recorded by the reader. The list is not part of the German Patent or utility model application. The DPMA takes over no liability for any errors or omissions.

Cited patent literature

• - DE 19958221 A1 [0003]
• US 6935625 B2 [0013, 0014, 0014, 0015]
• - DE 4120825 [0017, 0066, 0066]
• - DE 4202729 [0017, 0066, 0066]
• - DE 102005019479 B3 [0017, 0066]
• - DE 102005017590 [0017, 0066]
• - DE 102006017890 [0017, 0066, 0066]

Cited non-patent literature

• - ISO 12098 [0084]
• - ISO 12098 [0085]

Claims (16)

Method for operating an air suspension system ( 9 ) of a vehicle ( 1 ) or a trailer ( 2 ) with a) one between a compressed air supply device ( 10 ) and at least one bellows ( 4 ; 39 . 40 ) intermediate valve (check valve 43 ; 69 ; 82 ; 94 ; Lifting-lowering valve 70 ), via which the loading and / or venting of the at least one Federbalgs ( 4 ; 39 . 40 ) and b) a level control device (level control valve) 37 . 38 ; 62 . 63 ; 91 ), wherein c) the control of the ventilation and / or venting through the valve (check valve 43 ; 69 ; 82 ; 94 ; Lifting-lowering valve 70 ) taking into account an acceleration state, characterized in that the valve (check valve 43 ; 69 ; 82 ; 94 ; Lifting-lowering valve 70 ), via which the loading and / or venting of the at least one Federbalgs ( 4 ; 39 . 40 ) is arranged upstream of a branch point to bellows different axes and / or sides of the vehicle or the trailer, so that via a single valve, a loading and / or ventilation of bellows different axles of the vehicle or trailer is possible. Method for operating an air suspension system ( 9 ) of a vehicle ( 1 ) or a trailer ( 2 ) with a) one between a compressed air supply device ( 10 ) and at least one bellows ( 4 ; 39 . 40 ) intermediate valve (check valve 43 ; 69 ; 82 ; 94 ; Lifting-lowering valve 70 ), via which the loading and / or venting of the at least one Federbalgs ( 4 ; 39 . 40 ) and b) a level control device (level control valve) 37 . 38 ; 62 . 63 ; 91 ), wherein c) the control of the ventilation and / or venting through the valve (check valve 43 ; 69 ; 82 ; 94 ; Lifting-lowering valve 70 ) taking into account an acceleration state. characterized in that d) the valve for controlling the loading and / or venting, taking into account the state of acceleration part of a multi-functional valve (raising-lowering valve 70 ), which is there on the one hand suitable for manual actuation for lifting and / or lowering a vehicle body is formed and db) on the other hand suitable for loading and / or venting of the at least one Federbalgs ( 4 ; 39 . 40 ) is formed taking into account an acceleration state. Method according to claim 2, characterized in that the valve ( 70 ) is transferred from a "STOP" position to a "TRAVEL" position and an automated temporary reset to the "STOP" position takes place for controlling the ventilation or venting, taking into account the acceleration state. Method according to one of the preceding claims, characterized in that the valve (check valve 43 ; 69 ; 82 ; 94 ) is brought into a reduced passage position or blocking position when a detected acceleration value exceeds a threshold value. Method according to one of the preceding claims, characterized in that a bringing about the blocking position of the valve (check valve 43 ; 69 ; 82 ; 94 ) takes place as a function of the detected acceleration state only if an additionally detected speed is above or below a threshold value. Method according to one of the preceding claims, characterized in that a position detection of the vehicle or the trailer takes place and a bringing about a blocking position of the valve (check valve 43 ; 69 ; 82 ; 94 ) takes place in response to a detected acceleration condition only when the vehicle or trailer is moving in selected territorial areas. Method according to one of the preceding claims, characterized in that a bringing about a blocking position of the valve (check valve 43 ; 69 ; 82 ; 94 ) takes place as a function of the detected acceleration state only if a determined braking frequency is above a threshold value. Method according to one of the preceding claims, characterized in that a bringing about a blocking position of the valve (check valve 43 ; 69 ; 82 ; 94 ) takes place in response to a brake actuation signal or brake light signal. Method according to one of the preceding claims, characterized in that a determination of a future expected acceleration state takes place and before or with the occurrence of the expected state of acceleration inducing a blocking position of the valve (check valve 43 ; 69 ; 82 ; 94 ) he follows. Method according to one of the preceding claims, characterized in that via the valve (check valve 43 ; 69 ; 82 ; 94 ) a ventilation and / or ventilation of the at least one bellows ( 4 ; 39 . 40 ) is locked with the detection of a braking situation. Method according to one of the preceding claims, characterized in that an elek tronic control device ( 13 ; 41 ; 67 ; 77 . 78 ) is provided and the valve is an electrically actuated control valve (check valve 69 ) or an electrically operated pilot valve (check valve 43 ; 69 ; 94c ; 94d ), which of the electronic control device ( 13 ; 41 ; 67 ; 77 . 78 ) is driven. A method according to claim 11, characterized in that the control device is a control of the valve ( 70 ) taking into account a signal or operating condition of an ABS or EBS system ( 30 ; 57 ) or is designed as an ABS or EBS control unit. Method according to one of the preceding claims, characterized in that the valve ( 43 ; 69 ; 82 ; 94a ; 94b ) is controlled pneumatically and as the control pressure of the valve ( 43 ; 69 ; 82 ; 94a ; 94b ) a pressure signal is used, which correlates at least with a brake pressure. Method according to one of the preceding claims, characterized in that in the control of loading and / or Venting through the valve in addition to consideration the acceleration state from a time signal of the deflection of the bellows is determined. Method for operating an air suspension system ( 9 ) of a vehicle ( 1 ) or a trailer ( 2 ) with a) one between a compressed air supply device ( 10 ) and at least one bellows ( 4 ; 39 . 40 ) intermediate valve (check valve 43 ; 69 ; 82 ; 94 ), via which the loading and / or venting of the at least one Federbalgs ( 4 ; 39 . 40 ) and b) a level control device (level control valve) 37 . 38 ; 62 . 63 ; 91 ), characterized in that c) for moving vehicle ( 1 ) or trailer ( 2 ) through the valve (check valve 43 ; 69 ; 82 ; 94 ) the level control device (level control valve 37 . 38 ; 62 . 63 ; 91 ) is deactivated for defined time intervals and only becomes active after the time interval has elapsed. A method according to claim 15, characterized in that the valve (raising-lowering valve 70 ) is formed with a lifting-lowering function with a position "STOP" and a position "RIDE", wherein the valve (lifting-lowering valve 70 ) in the "STOP" position, the level control device (level control valve 37 . 38 ; 62 . 63 ; 91 ), starting from the "STOP" position manual "LIFT" and "DOWN" positions can be selected and the valve (lifting / lowering valve 70 ) is automatically moved back and forth from a position "STOP" to a position "TRAVEL" and during the time interval the valve is automatically moved to the "STOP" position and automatically transferred to the "TRAVEL" position after the time interval has expired.